hainline



2 1,633,323 June 21 19 T. w. HAINLINE INTERNAL COMBUSTION ENG INE Filed Jan. 27, 1926 4 Sheets-Shet 1 anue'nto'o T. w. HAENLINE INTERNAL COMBUSTION ENGINE June 21 1927.,

Filed 1926 4 Sheets-Sheet 2 1 1/; Hap 10212710- 21 1921 June T. w. HAINLINE INTERNAL COMBUSTION ENGINE 4 Sheets-Sheet 3 anoantox Filed Jan. 27, 1926 1,633,323 June 1927 T. w. HAINLINE INTERNAL COMBUSTION ENGINE Filed Jan. 27, 1926 4 Sheets-Sheet 4 16 i IQ.

auvewto'a 7. If Haz'zwlrlzze Patented June 2 1927 UNITED STATES PATENT OFFICE.

THEODORE W. HAINLINE, OF PORTLAND, OREGON, ASSIGNOR TO HAINLINE MOTORS CORPORATION, OF YORTLAND, OREGON, A CORPORATION OF OREGON.

INTERNAL-COMBUSTION ENGINE.

AppIication filed January 27, 1926.

This invention relates to improvements in eating type and has as its general object to provide an engine of this type which will possess greater efficiency than those now in use.

In one class of internal combustion engines of this type, the explosive charge is pie-compressed and delivered to the power cylinder of the engine, but inasmuch as the pie-compression of the explosive charge necessitates the utilization of a certain amount of the power developed by the engine in its operation, the etliciency of the engine is materially impaired. In engines of the particu lar class referred to, the pie-compressed charge is suddenly delivered, under expansion, into the power cylinder of the engine and, under these Conditions, there is certain to be a commingling of the explosive charge and the exhaust or products of combustion, which further impairs the efliciency of such an engine. Therefore, it is one of the primary objects of the present invention to provide an internal combustion engine, one of the characteristic features of which is the delivery of the explosive charge into the power cylinder of the engine without precompression and in a manner to effect dischar e of the exhaust without any commingiing of the explosive charge and the exhaust, so that no appreciable amount of power is required to effect such delivery of the explosive charge into the power cylinder and the waste of power attending the operation of ordinary two-cycle engines of this class is obviated, with a consequent material increase in citiciency of the engine as well as the increase in efficiency resulting from avoidance of mixture of the explosive charge and the exhaust.

The invention contemplates an internal combustion engine embodying a power cylndcr and apower piston working therein. in combination with a charge inducting and delivering cylinder and piston working therein. and another object of the invention is to provide for actuation of the piston of the charge iuducting and delivering unit of the engine in such timed relation to the operation of the piston of the power unit of the engine as to effect delivery of the explosive charge from the inducting and dc rive ing unit to the cylinder of the power Serial No. 84,254.

unit in a manner to preclude any commingling or mixture of the explosive charge and the exhaust, so that the explosive charge is not contaminated with any portion of the exhaust products of combustion, as is the case where the charge is precompressed and suddenly delivered into the cylinder of the power unit.

Another object of the invention is to so proportion and locate the exhaust that it will be capable of the discharge from the cylinder of the pow-er unitof only such volume of gaseous mixture as constitutesthe exhaust or products of combustion, so that there will be no likelihood of discharge of any portion of the explosive charge "which is delivered, substantially without pressure, into the said cylinder of the power unit.

Another object of the invention is to so construct the engine and to so locate the exhaust with relation to the inlets of the cylinder of the power unit as to provide for operation of the engine without appreciable heating.

Another object of the invention is to so construct the engine that the same will operate substantially without vibration and without any appreciable noise and in which the power delivered to the power shaft of the engine will be of a constant nature, thereby permitting of an exceptionally flexible control of the speed of operation of the engine, which is a most desirable factor in automobile engines and engines for propelling air craft.

Another object of the invention is to provide an engine of the class referred to above which will be exceptionally simple in construction and economical to manufacture, and in which the parts are so constructed and assembled that repairs and replacements, when they become necessary, may be effected with a minimum expenditure of time and labor as well as a minimum cost for materials.

In the accompanying drawings:

Figure 1 is ahorizontal sectional view through the engine embodying the invention. the pistons of the power unit and charge inducting and delivering unit being shown in the relative positions which they will occupy substantially at the moment the exhaust is delivered from the cylinder of the power unit and the explosive charge is pertill n'iitted to flow into the cylinder to assist in expcllinn the cxl andv prior to the cornpleih delivery ol the explosive charge.

l ip ure 2 is a similar View illustrating the saio pistons ill in. the positions which they win, occupy suhstantially at the moment the charge \vhich has been delivered to the cylinder of the power unit s initially placed under compression.

Figure is a Vertical longitudinal seetional r'lCW through the engine, taken substantially on the line Zl-3 ol Figure 1 loolc lag; in the d eclioo indicated. by the arrows.

l igrurc l: is a diagrammatic view illustratinn the pistons ol the power unit and charge innuctinp; and del' erino unit as shown in Figure 1, and the relative positions ot' the crank of the power shaft to which the power piston is connel d and the actuating; rneans which is a :iaied with the power shaft for the 1- ten the ch? ind ucting and delivering unit,

Figure 5 is asin'iilar View illustrating the relative p tions of the FiQTQlul parts as shown in l igure 2 o l the drawing The 0 nine enihodrirm the invention conn y .i t":

in sists primarily of a power unit indicated in general 1y the numeral 1, and an explosive charge indueting and delivering unit in licated in general by the numeral 2. The power unit comprises a cylinder 3 having heads l; and 5, and in the illustrated embodiment of the invention, the charge inducting 2nd deliverine unit likewise co iprises a cylinder which is indicated by the numeral. 6 l heads 7 andS which are preferably in- 42 and respectively, the .;:ylinders he 7 and, (i being; likewise in'cterahly intej formed and having their axes paralglmun h the cylinders and the heads oi i Y pcctire cylinders inn resqi ectively he mpznntcly termed and the. units mounted U side. Likewise it will be preferable )ractice, to construct the cylinders and ls of the units in the manner illust "ated iore pa i ular y in Figures 1 and E2 of the rawing s, that by ljPlDOYllI the heads, the cylinders may be repaired or replaced. The power unit 1 like ise comprises a piston 9 v-rhich is mounted for rcciprczation witl'iin cylinder 3" and the cylinder either dolly or partly surrounded lay a water jacket 10 there being: a suhstantially tuhular union ll]. hetween' the wall of the cylinder and the wall of the water jacket at'the point of location of the exhaust ttroin the cylinder: the exhaust being; provided 'lorniine one or more exhaust openings 12 in the wall (it the cylinder and where several exhaust openings are provided, which will or .linarily he the ease, theseopenings are arranejed in series extending, CllTCUDl'EGIGH- tially of the cylinder wall within the hounds oi the trdailar union l l. By thus arranging the exhaust openings portions of the cylinder wall 3 six left intact between 1' pznsently he more specifically ex;

A piston and through a striding box 141- of ti o ordinary type assembled with the hour e ot' the cyl inner 3 and this red is 'onnccted to a cross head or slide 15 ot the us lfll conulriurtion, and a coanectingg; rod l6 is connected to the said slide and to the c 'anll ll olt the power or craul; slnijlt't .ltl oi? the engine this shall: being niounted in suitable hearin l9 upon a liounsllation 20, which formulation likewise supports the units 1 and 52, as well as gu de or mounting; for the slide 15.

The numeral 2i indicates the piston olthe charge induction and delivering; unit 2 and this piston works within the cylinder 6 and has connected to it a rod 352, in turn connected with a slid 23 mounted upon a suitahl iide upoi the -toundation 2th a coin is rod 2i being connec ed to the said slide 23 and to the ,ollar 5 oi? an eccentric 526 which is lined upon the crank shaft 18 i 'lywheel 27 is likewise fixed upon the crank or power shaft ands pulley 28 also lined upon the said shalt. All Of these mechanical parts may he of a 1y of the well known constructions and their inechai'iical epiivalents may he enniiloycd without eparting'from the spirit oil? the inrcnitiozi. it or exan'iple, there are inunerous nwchanical er uiralents which ought he employed in lieu the eccentric so long as they are capab e of el'l'ecting transn'iission o1"? n'i-otion to the pisl on ll'o'l the charge inductine and delinering unit in the nra mm which will he ev-;- plained in the descriptionol o 'ieralion ot the engine.

The numeral indicates an in 1 3 inanitold, the inlet oil? which is indiv by the numeral. 30 and is :niitahly connected with any appii'opri te type oii' carburetor (not shown) and t: e lllfilllClltF oi the nun 'inicate with'inlet ports 31 and 32 l in the heme 'i' and S of ti e unit 2i 'cly. These ports are cool oiled by indicated respectively by the null? :1 rod 13 extends lron'i the pist on i) i':'iv '::ls ll and 34- and t-lcsc "wires any trpe tound suitable for the purposes 'n the licazils 7 and d it is ol lets are located at the opposite ends (it the cylinder 6 of the said unitllu Passages 37 and 38 formed partly in the heads -l and T and the heads 5 and 8 of the two units, establish communication between the respective ends of the cylinders of the two units and serve to conduct the explosive mixture from the unit 2 to the power unit 1, in a manner which will presently be set forth. The heads i and 5 of the power unit 1 are provided with intake ports 39 and 40 respectively, having valve seats 4:1 and 12, and valves 13 and it are arranged to control the delivery of the exp osive charge through the ports 2-59 and 10 into the corresponding ends of the cylinder 3 of the power unit.

Spark plugs 45 and ll are fitted into openings i? and 48 in the heads 4 and 5 respec tivcly of the power unit 1, and the usual conductor wires are led from these plugs to any suitable ignition unit such as employed in con cction with engines of this type.

Ry reference to Figures i and 5 of the d "awings, it will be observed that the eccentric 26 is set in such position upon the crank shaft 18 that it has a lead with respect to the crank 17, so that while the pistons 9 and 21 operate in consonance with each other in a manner which will now be explained, they do not reciprocate in unison or, in other words, with a like movement. In the posi tions of the pistons illustrated in Figure 1 of the drawings, the power piston 9 has reached the end of its stroke in the direction of the. crank shaft and the crank 17 is on dead center, as most clearly shown in Figure 4 of the drawings, which figure agrees with the showing of Figure 1. At this time, however. the eccentric 26 is in the position shown in Figure 4e and the piston 21 has traveled substantially two-thirds of the length of its stroke in the direction of the head 18 of the unit 2. The length of the piston head 9 is such, as also the stroke of the piston, that atthe limits of its stroke, the opposite ends of the piston will uncover the exhaust ports 12 and, as shown in Figure 1, the piston 9, when at the limit of its movement illustrated in said figure, uncovers the said ports. At. this moment, the explosive mixture which has been previously delivered into the crank shaft end of the cylinder 3, has been compressed to the maximum, substantially all of the exhaust has been discharged from the opposite end of the cylinder, and the explosive mixture is being delivered into this end of the cylinder, the valve ti being in open positien because of the sudden reduction in pres sure in the said end of the working cylinder and the delivery of the fresh charge. Like wise. substantially at this moment, the piston 21 is moving in the direction of the head 8 of the cylinder 6 with a gradually retarded motion as the eccentric 26 rotates toward dead center position, and in this movement of the piston 21 and its immediately preceding period of movement, the explosive charge which has been inducted into the cylinder (Sat the end 8 thereof, is delivered, sub stantially without compression, by way of the passage 38 and port 40, into the correspending end of the cylinder 3 of the unit 1. At the moment the previously compressed charge in the opposite end of the cylinder 3 is tired and the piston 9 is driven in the direction of the head 5 of the cylinder 3, the exhaust ports 12 will be instantly closed by the piston 9 and the said piston will compress the charge which has been delivered into the last mentioned end of the cylinder 3 prior to commencement of the next cycle of ope z tion, the valve 44 at such time being automatically closed through the compressive force exerted by the piston 9 against the delivered charge.

It will be observed that the exhaust ports 12 are uncovered substantially at the moment the crank 17 is moving past dead center and it will be evident that as the piston 9 uncovers the ports 12, there will be a sudden outrnsh of the exhaust, due to the expansion thereof, and the stroke of the piston 9 at this period is so timed through the crank 17. and the area of the exhaust port openings 12 is so proyiiortioncd, that during the time the ports are uncovered, precisely that volume of gaseous products represented by the volume of the exhaust, will be permitted to escape trom the cylinder 3. In the meantime, the incoming explosive charge serves to displace the exhaust or that portion of the volume thereof which is not expelled through the expansion of the exhaust, and consequently at the moment the exhaust ports 12 are closed or covered by the piston 9 at the beginning of its return or compression stroke, the end of the cylinder into which the charge has been delivered, will have been completely exhausted of the products of combustion from the previously exploded charge. Substantially at this time the crank 17 has passed dead center and has assumed approximately the position shown in Figure 5 of the drawings, the eccentric at such time being on dead center in the direction of the engine, likewis as shown in the said figure. With the crank and eccentric in the stated positions. the piston 9 will be substantially in the posi tion shown in Figure 2, in which position the. exhaust ports will he completely closed, and in the continued rotation of the crank shaft, the charge which has been delivered into the end 5 of the cylinder will be compressed, the valve 4:717 having closed automatically at the beginning of the return stroke of the said piston 9. Likewise, at this time, the piston 21 will be in the position shown in Figure 2, or, in other words, at the limit of its stroke in the direction of the head 8 of the cylinder 6, and in moving to this position a fresh charge of the explosive mixture has been drawn into the opposite end of the cylin- Hit) is next adjacent the power shat-t, uncovers the exhaust ports. I

it will be evident that on the induction stroke, the piston 21 Will be accelerated in its n'iovement.

The valves 33, 34:, and 4A, are all of? the some construction and vvhilc, as previously stated, any suitable type of valve may be employed, the drawings illustrate a valve construction which is Well ada 'ited to the eugine cnibo vin the invent on. Each of the "alves COlllpilfi Q the usual head and stem, and the stem slidably titted through an open ng in the head ot the cylinder with which the vane is associated and in order to preclude any intalie of air about the a'lve stems and escape oi the explosive ll'llXtUlQ as Well to provide for lub ication ot the v e stcms a' S1118 ll cylindricm .ousin is secured to the outer side of the cylinder hen d through which the valve stem Xi, nds and provided with an opening in its otherwise closed outer end, which opening slidably accommodules the valve stem. Felt or other absorbent material, indicated by the numeral. 51, is loosely packed Within the housing;- 45-9 and supplied in any suitable manner with a lubricant, the valve stem being in this man nor constantly supplied Witl a thin film of the lubricant so as to be sure of smooth re ciprocation. A compression spring 52 is titted upon each valve stem and beers between an abutn'icnt upon the outer end of the stem and theclosed outer end of the housing ll? and serves to hold the valve to its seat except at such time When it is automatically opened through the operation of the pistons etl'ectinp; cl'ianges in pressure in the gaseous tluid in the cylii'iders oi the units 1 and 2. it cylindrical n p 53 is fitted over the housing 4:9 and remov: bly secured. thereto, and this .Jt}? closed at its outer end so that there can be no accun'iulation ot dust and grit on the valve stems end the springs 52. This further precludes an escape of the well as the entrance the also n'uitiles the sound oif valve imp; ",t'e'viousiv stated, the exhaust portcou1- A set-rat openings in the wall of the under I; arranged as before described and it has been tound in the operation of the cur ii'io that through the sudden expansion of the ezcl ust n es at the lnon'ient the ports are uncovereu. entrance of air by way of hose openings is precluded so that there is no liability of flame Within the tiring chamher, the ports being individually of minimum practical dimensions so that While the ex- 1 oust products of (,Ol'l'lllllStlOll'Wlll burn ere teriorlv beyond the ports. there can be no )zLClillflSll to ignite the incoming charge.

Likewise, it has been found that this sudden expansion of the exhaust gases serves to eliminate nearly all of said gases betore the piston S) has closed the port: so that What small. proportion of the gases are not thus expelled, are scavenged by the incoming charge.

lit Will be evident that ii'iasinuch as the exhaust ports are located midway between the ends of the cylinder 3 and theretore, remote from the valves ill and ti which control the inlet ports, conduction oi? heat to e of the cylinder is reduced to a Ann-n) ininiiuuin.

it will. also be evident that there a very considerable saving in fuel consumption in the operation 01 the engine.

it will be evident that the combustible charge i' at :2 relatively low tei'upera'ture when de ivered to the cylinder 3 of the power l that in circi'ilating about the stem p ste: and pzrrticularly or. the the piston in the direction of the i e; moieinein' in the said direction llilCt'Vfi citing said exhaust port valve for paid inlet port, a pump cylinder con'mumicetiug with the power cylinder through the inlet port, a. piston in said punip cvlindcr a power shatthaving motion imported there to troi'u the piston ot' said power cyliudei and menus to;- iu'ipurtiug reciprocaling inoon to the pump piston troni said power iai't at varying rates oit speed and in tin'ied relation to movement oil the power piston \hcreby to deliver 'luel through the inlet l port into the power cylinder Without appreciable pre rc subsautinlly at the time of uuc veriug the exhaust port and e'tl'cirt displacement oi'a spem chai e through on; n sion tliereot and entrance o a new cla 52. in an internal con'hustirn engine, a power c viindr having an inlet po t adjac nt one end and a: haunt port intermed its length a piston in said cylinder slidable longitudinally therein and when moved away from the inlet port to a position adjacent the limit of its movement in the said direction uncovering said exhaust port, a valve for said inlet port normally closed, a pump cylinder communicating With the power cylinder through the inlet port, a piston slidable longgitiuliually in said pump cylinder, a power shaft having rotary m0- head 5. will serve to cool the said lllll tion imparted thereto from the piston of said power cylinder, and means for imparting reciprocating motion to the pump piston from said power shaft at varying rates of speed and in timed relation to movement of the power piston whereby to deliver fuel through the inlet port into the power cyliuder without appreciable pressure substan tially at the time of uncovering the exhaust portand effect displacement of a spent charge through expansion thereof and entrance of a new charge.

3. In an internal combustion engine, a power cylinder having an inlet port adjacentone end and an exhaust port intermediate its length, a piston in said cylinder slidable longitudinally therein and when moved away from the inlet port to a position adjacent the limit of its movement in the said direction uncovering said exhaust port, a valve for said inlet port normally closed, a pump cylinder communicating with the power cylinder through the inlet port, a piston slidable longitudinally in said pump cylinder, a power shaft having rotary motion imparted thereto from the piston of said power cylinder, and means for imparting reciprocating motion to the pump piston from said power shaft at varying rates of speed and moving the pump piston in a direction to deliver a charge of fuel to the power cylinder through its inlet port while the power piston is in a position to uncover the exhaust port whereby spent gases may be expelled through the exhaust port by their expansion and the entrance of a new charge.

at. In an internal combustion engine, a power cylinder having an inlet port adjacent one end and an exhaust port intermediate its length, a piston in said cylinder slidable longitudinally thereon and when moved away from the inlet port to a position adjacent the limit of its movement in the said direction uncovering said exhaust port, a valve for said inlet port normally closed, a pump cylinder communicating with the power cylinder through the inlet port, a piston slidable longitudinally in said pump cylinder, a power shaft, a crank for said power shaft, a piston rod extending from the power piston, a pitinan pivoted to the piston rod and crank for imparting rotary motion to the power shaft, a piston rod extending from the pump piston, a disk eccentrically mounted upon said power shaft, and pitinan having one end pivoted to the piston rod of the pump piston and its other end loose upon said disk, said disk being disposed upon the power shaft in angular relation to the crank thereof to cause the pump piston to be moved in a direction to deliver a charge of fuel into the power cylinder through the inlet port thereof at a greater rate of speed than the power piston while the power piston is in a position to uncover the exhaust port whereby spent gases may be expelled through the exhaust port by their expansion and the entrance of a new charge.

5. In an internal combustion engine, a power cylinder having an inlet port at each end and an exhaust port intermediate its length, a piston slidable in said cylinder and of a depth to close the exhaust port until in a position adjacent the limit of its movement in either directioma pump cylinder having outlets at its ends communicating with opposite ends of said power cylinder through said inlet ports, pressure actuated valves controlling passage of fuel into said power cylinder, means for supplying fuel to opposite end portions of said pump cylinder, a piston slidable in said pump cylinder, a power shaft having rotary motion imparted thereto from the power piston, and means for imparting reciprocating motion to the pump piston from said power shaft at varying rates of speed and in timed relation to the power piston whereby to deliver fuel into the power cylinder without appreciable pressure substantially at the time of uncovering the exhaust port and effect displacement of a spent charge through expansion thereof and entrance of a new charge.

In testimony whereof I affix my signature.

THEODORE WV. HAINLINE. [L. 8.] 

